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WO2018150793A1 - Dispositif onduleur et véhicule électrique - Google Patents

Dispositif onduleur et véhicule électrique Download PDF

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Publication number
WO2018150793A1
WO2018150793A1 PCT/JP2018/001329 JP2018001329W WO2018150793A1 WO 2018150793 A1 WO2018150793 A1 WO 2018150793A1 JP 2018001329 W JP2018001329 W JP 2018001329W WO 2018150793 A1 WO2018150793 A1 WO 2018150793A1
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Prior art keywords
voltage
pwm pulse
pwm
pulse
wave
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PCT/JP2018/001329
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English (en)
Japanese (ja)
Inventor
安島　俊幸
純希 磯部
碧 高岡
明広 蘆田
浩志 田村
Original Assignee
日立オートモティブシステムズ株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
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Application filed by 日立オートモティブシステムズ株式会社 filed Critical 日立オートモティブシステムズ株式会社
Priority to DE112018000395.7T priority Critical patent/DE112018000395T5/de
Priority to US16/485,366 priority patent/US10826410B2/en
Priority to CN201880011693.0A priority patent/CN110291709B/zh
Publication of WO2018150793A1 publication Critical patent/WO2018150793A1/fr

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    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M7/00—Conversion of AC power input into DC power output; Conversion of DC power input into AC power output
    • H02M7/42—Conversion of DC power input into AC power output without possibility of reversal
    • H02M7/44—Conversion of DC power input into AC power output without possibility of reversal by static converters
    • H02M7/48—Conversion of DC power input into AC power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode
    • H02M7/53—Conversion of DC power input into AC power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal
    • H02M7/537—Conversion of DC power input into AC power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only, e.g. single switched pulse inverters
    • H02M7/5387—Conversion of DC power input into AC power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only, e.g. single switched pulse inverters in a bridge configuration
    • H02M7/53871—Conversion of DC power input into AC power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only, e.g. single switched pulse inverters in a bridge configuration with automatic control of output voltage or current
    • H02M7/53875—Conversion of DC power input into AC power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only, e.g. single switched pulse inverters in a bridge configuration with automatic control of output voltage or current with analogue control of three-phase output
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M7/00—Conversion of AC power input into DC power output; Conversion of DC power input into AC power output
    • H02M7/42—Conversion of DC power input into AC power output without possibility of reversal
    • H02M7/44—Conversion of DC power input into AC power output without possibility of reversal by static converters
    • H02M7/48—Conversion of DC power input into AC power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode
    • H02M7/53—Conversion of DC power input into AC power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal
    • H02M7/537—Conversion of DC power input into AC power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only, e.g. single switched pulse inverters
    • H02M7/5387—Conversion of DC power input into AC power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only, e.g. single switched pulse inverters in a bridge configuration
    • H02M7/53871—Conversion of DC power input into AC power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only, e.g. single switched pulse inverters in a bridge configuration with automatic control of output voltage or current
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/02—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles characterised by the form of the current used in the control circuit
    • B60L15/08—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles characterised by the form of the current used in the control circuit using pulses
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/61—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M7/00—Conversion of AC power input into DC power output; Conversion of DC power input into AC power output
    • H02M7/42—Conversion of DC power input into AC power output without possibility of reversal
    • H02M7/44—Conversion of DC power input into AC power output without possibility of reversal by static converters
    • H02M7/48—Conversion of DC power input into AC power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode
    • H02M7/53—Conversion of DC power input into AC power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal
    • H02M7/537—Conversion of DC power input into AC power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only, e.g. single switched pulse inverters
    • H02M7/539—Conversion of DC power input into AC power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only, e.g. single switched pulse inverters with automatic control of output wave form or frequency
    • H02M7/5395—Conversion of DC power input into AC power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only, e.g. single switched pulse inverters with automatic control of output wave form or frequency by pulse-width modulation
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P27/00—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage
    • H02P27/04—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage
    • H02P27/06—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage using DC to AC converters or inverters
    • H02P27/08—Arrangements or methods for the control of AC motors characterised by the kind of supply voltage using variable-frequency supply voltage, e.g. inverter or converter supply voltage using DC to AC converters or inverters with pulse width modulation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2210/00—Converter types
    • B60L2210/10—DC to DC converters
    • B60L2210/14—Boost converters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2210/00—Converter types
    • B60L2210/40—DC to AC converters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/90—Vehicles comprising electric prime movers
    • B60Y2200/91—Electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/90—Vehicles comprising electric prime movers
    • B60Y2200/92—Hybrid vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2400/00—Special features of vehicle units
    • B60Y2400/61—Arrangements of controllers for electric machines, e.g. inverters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D5/00—Power-assisted or power-driven steering
    • B62D5/04—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D5/00—Power-assisted or power-driven steering
    • B62D5/04—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear
    • B62D5/0457—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear characterised by control features of the drive means as such
    • B62D5/046—Controlling the motor
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the present invention relates to an inverter device and an electric vehicle.
  • Patent Document 1 describes a technique for generating a PWM pulse in an angle section that is linearly approximated around a zero-cross point of an output voltage of an inverter to minimize an output voltage error.
  • Patent Document 1 either the central time interval of on-pulses or the central time interval of off-pulses of a plurality of PWM pulses is changed based on a motor output request in an angle section that is linearly approximated around the zero-cross point of the output voltage. Generate a PWM pulse. By doing so, a phenomenon in which an output voltage error of the inverter occurs is prevented.
  • Patent Document 1 does not consider a PWM pulse near the center of the peak of the inverter output voltage (fundamental wave). Therefore, there is a problem that a voltage error occurs before and after entering the overmodulation region from the sine wave modulation.
  • An inverter device includes a PWM pulse generator that generates a PWM pulse for converting a DC voltage into an AC voltage based on a motor output request, and a DC voltage generated by the PWM pulse generated by the PWM pulse generator.
  • An inverter circuit that converts the AC voltage to drive the motor, and the PWM pulse generator performs a trapezoidal wave modulation using the trapezoidal wave in the overmodulation region at a predetermined timing on the upper side of the trapezoidal wave. The pulse width of the PWM pulse is changed.
  • An electric vehicle includes a PWM pulse generator that generates a PWM pulse for converting a DC voltage into an AC voltage based on a motor output request, and a DC voltage generated by the PWM pulse generated by the PWM pulse generator.
  • An inverter circuit that converts the AC voltage into a motor to drive the motor and a DC / DC converter that boosts the DC voltage, and the PWM pulse generator performs a trapezoidal wave modulation using a trapezoidal wave in an overmodulation region.
  • the pulse width of the PWM pulse is changed based on the output voltage of the DC / DC converter at a predetermined timing on the upper side of the trapezoidal wave.
  • the output voltage error of the inverter circuit can be reduced, and the motor can be stably controlled up to high speed rotation.
  • the block diagram which shows the structure of the inverter apparatus of this invention The wave form diagram which shows the modulation wave in one Embodiment.
  • the wave form diagram which shows the pulse generation in one Embodiment The wave form diagram which shows the pulse generation in one Embodiment.
  • the block diagram of the electric power steering device with which the inverter apparatus by this invention was applied.
  • the block diagram of the electric vehicle to which the inverter apparatus by this invention was applied.
  • the present invention relates to an inverter device configured to drive a semiconductor switch element by PWM control, and when performing a trapezoidal wave modulation using a trapezoidal wave in an overmodulation region where the modulation factor is a predetermined value or more, the phase of the trapezoidal wave
  • a high-power inverter device is provided by changing the pulse width of the PWM pulse at a predetermined timing on the upper side of the trapezoidal wave.
  • FIG. 1 is a block diagram showing a configuration of a motor device 500 having an inverter device 100 according to the present invention.
  • the motor device 500 includes a motor 300 and an inverter device 100.
  • the motor device 500 is suitable for applications in which the motor 300 is driven with high efficiency by detecting an attachment position error of the rotational position sensor of the motor 300 and correcting it when the motor is driven.
  • the inverter device 100 includes a current detector 180, a current controller 120, a PWM controller 145, a drive signal generator 140, an inverter circuit 110, and a rotational position detector 130.
  • the battery 200 is a DC voltage source of the inverter device 100, and the DC voltage DCV of the battery 200 is converted into a variable voltage and variable frequency three-phase AC by the inverter circuit 110 of the inverter device 100 and applied to the motor 300.
  • the motor 300 is a synchronous motor that is rotationally driven by supplying three-phase alternating current.
  • a rotation position sensor 320 is attached to the motor 300 in order to control the phase of the three-phase AC applied voltage in accordance with the phase of the induced voltage of the motor 300.
  • the detection position ⁇ s is calculated from the input signal.
  • winding is more suitable for a rotation position sensor, the sensor using a GMR sensor and a Hall element can be used.
  • the inverter device 100 has a current control function for controlling the output of the motor 300.
  • the current detection unit 180 detects a three-phase motor current with a current sensor Ict, and detects a dq current detection value (Id ′, Iq) obtained by dq conversion from the three-phase current detection value (Iu, Iv, Iw) and the rotational position ⁇ .
  • Dq current converter 160 for outputting ') and a current filter 170 for smoothing the dq current detection values (Id', Iq ') and outputting the current detection values (Id, Iq).
  • the current controller 120 outputs a voltage command (Vd *, Vq *) so that the detected current value (Id, Iq) matches the input current command value (Id *, Iq *).
  • the voltage command (Vd *, Vq *) is converted into two-phase / three-phase based on the rotation angle ⁇ , and the three-phase voltage command (Vu *, Vv *, Vw *) on which the third harmonic is superimposed.
  • a PWM pulse is generated by performing pulse width modulation (PWM) using a modulated wave according to the above.
  • PWM pulse width modulation
  • the modulation wave is linearly approximated to generate a PWM pulse, and when performing trapezoidal wave modulation, which is PWM using a trapezoidal modulation wave, PWM is performed at the upper side of the trapezoidal wave.
  • a voltage adjustment pulse for changing the pulse width of the pulse is generated.
  • the PWM pulse generated by the PWM controller 145 is converted into a drive signal DR by the drive signal generator 140 and output to the inverter circuit 110.
  • the semiconductor switch element of the inverter circuit 110 is on / off controlled by the drive signal DR, and the output voltage of the inverter circuit 110 is adjusted.
  • the motor rotational speed ⁇ r is calculated from the time change of the rotational position ⁇ , and the voltage command or current is set so as to coincide with the speed command from the host controller. Create directives.
  • a current command (Id *, Iq *) is created using a relational expression or map of the motor current (Id, Iq) and the motor torque.
  • FIG. 2A shows a modulation signal waveform and a carrier signal waveform.
  • a modulation signal (modulation wave 1) having a relatively low modulation rate, a maximum modulation wave (modulation wave 2) that can be sinusoidally modulated, and sine wave modulation are shown.
  • a linearly approximated trapezoidal modulation wave (modulation wave 3), a modulation wave (modulation wave 4) in which the inverter output is maximized, and a carrier signal that generates a PWM pulse by comparing with the modulation wave signal It shows.
  • 2B shows a PWM pulse signal when the modulation wave 2 is used, and FIG.
  • FIG. 2C shows a PWM pulse signal when the modulation wave 3 is used.
  • FIG. 2 (c) almost 100% of the PWM pulse is continuously on in the section of the electrical angle of 30 to 150 degrees.
  • FIG. 2 (d) shows a PWM pulse signal of the modulated wave 4, and this PWM pulse signal is on in all sections of electrical angle 0 to 180 degrees.
  • the modulated wave H ( ⁇ ) on which the third harmonic is superimposed can be linearly approximated near the zero cross. Further, as the modulation rate increases, the modulation wave H ( ⁇ ) approaches a trapezoidal wave such as the modulation wave 3 from a shape such as the modulation wave 2. Therefore, in a region where the modulation factor is equal to or higher than a predetermined value, for example, 1.15 or higher, it is possible to generate a PWM pulse by calculation by using a trapezoidal wave such as the modulation wave 3. As a result, the PWM modulation process using a microcomputer or the like can be simplified, and at the same time, the voltage error of the PWM pulse caused by the modulation wave H ( ⁇ ) and the carrier signal being asynchronous can be controlled.
  • a predetermined value for example, 1.15 or higher
  • an angle interval of ⁇ 30 degrees in electrical angle can be linearly approximated around the zero cross of the modulated wave.
  • the electrical angle is ⁇ 35 degrees. It is preferable that the angle section be
  • the slope A of the modulated wave in a section that can be linearly approximated near the zero cross is proportional to the modulation factor corresponding to the voltage command value, and the modulated wave is proportional to the angular position ⁇ .
  • the modulated wave H ( ⁇ ′) near the zero cross can be expressed by Equation (1).
  • H ( ⁇ ′) A ⁇ ⁇ ′ (1)
  • the inverter output pulse near the zero cross is derived from the slope A of the modulation wave. Can be determined.
  • the inverter output pulse may be determined as 100% if 0 ⁇ ⁇ 180 and 0% if 180 ⁇ ⁇ 360 under the condition of
  • FIG. 3A shows a trapezoidal modulated wave (for U phase), that is, the modulated wave 3 in FIG.
  • FIG. 3B shows a PWM pulse (for U phase) generated by trapezoidal wave modulation using the modulated wave of FIG.
  • FIG. 3C shows the seventh harmonic (for U phase) in the modulated wave of FIG.
  • FIG. 3D shows a voltage adjustment pulse (for U phase) generated by being superimposed on the upper side of the trapezoid in the modulated wave of FIG.
  • FIG. 3E shows a PWM pulse of the inverter output of each of the three phases in which the voltage adjustment pulse of FIG. 3D is superimposed on the PWM pulse of FIG.
  • an angle interval of approximately 30 to 150 degrees and an angle interval of approximately 210 to 330 degrees are portions corresponding to the upper side of the trapezoidal wave.
  • the level of the modulated wave is the highest or lowest and does not change, so the PWM pulse does not change as shown in FIG.
  • all the PWM pulses generated in the upper side portion of the trapezoidal wave are on pulses (or off pulses), and no off pulse (or on pulse) is generated.
  • the error of the inverter output with respect to the voltage command becomes larger.
  • a voltage adjustment pulse as shown in FIG. 3 (d) is generated at a predetermined timing in the upper side portion of the trapezoidal wave, and is output superimposed on the PWM pulse. To do. As a result, the pulse width of the PWM pulse is forcibly changed to reduce the inverter output error.
  • the voltage adjustment pulse in the upper side portion of the trapezoidal modulated wave is generated at a timing different from the generation timing of the PWM pulse.
  • the timing according to the seventh harmonic in FIG. 3C specifically, the timing of the phase ⁇ p1 and the phase ⁇ p2 that are the timing of the opposite phase of the seventh harmonic as shown in FIG. 3D.
  • the voltage adjustment pulse is generated at the same time.
  • FIG. 3C shows only the phase ⁇ p1 and ⁇ p2 of the voltage adjustment pulse in the upper side corresponding to the angle interval of 30 to 150 degrees, but the upper side portion corresponding to the angle interval of 210 to 330 degrees.
  • a PWM pulse is generated near the center portion between two peaks in the modulated wave 2.
  • a PWM pulse is generated using a carrier signal having a carrier frequency that is asynchronous with respect to the frequency of the AC voltage output from the inverter circuit 110. Therefore, there is a relationship between the phase of the modulated wave and the phase of the carrier signal. It is not constant. Therefore, depending on the timing, the phase of the PWM pulse may change near the center of the modulated wave, or the PWM pulse may disappear.
  • the frequency of the carrier signal (carrier frequency) is 10 kHz and the frequency of the modulation wave is 800 Hz
  • the electrical angle per one cycle of the carrier signal is about 28 degrees, and depending on the timing, PWM is performed near the center of the modulation wave.
  • the pulse may disappear. Therefore, in the asynchronous PWM using the modulated wave 2, a phenomenon that the motor current becomes unstable occurs.
  • the PWM pulse may be generated at a desired timing by determining the phase of the PWM pulse based on the phase of the modulated wave. For example, a PWM pulse is generated at a timing opposite to the seventh harmonic of the modulated wave, and a voltage adjustment pulse is superimposed on the PWM pulse and output. In this way, the inverter circuit 110 can be stably controlled and the seventh harmonic can be reduced.
  • a method called pulse shift for shifting the position of a PWM pulse from a position corresponding to a carrier signal is known.
  • the PWM controller 145 shifts the ON / OFF timing of the PWM pulse from the timing at which the modulated wave and the carrier signal intersect in order to generate the PWM pulse at the timing corresponding to the desired phase of the modulated wave.
  • the PWM pulse can be generated at an arbitrary timing different from the timing based on the carrier signal by adjusting the shift amount according to the phase of the modulated wave.
  • asynchronous PWM In the above description, the case of asynchronous PWM is taken as an example. However, PWM control using a trapezoidal modulated wave can be performed by a similar method even in synchronous PWM. Unlike the asynchronous PWM, the synchronous PWM maintains the relationship between the phase of the modulated wave and the phase of the carrier signal, and the period of the modulated wave is set to an integral multiple of the period of the carrier signal, for example. Except this point, the same applies to both synchronous PWM and asynchronous PWM.
  • the PWM controller 145 changes the pulse width of the PWM pulse at the upper side of the trapezoidal modulated wave regardless of whether the PWM control method is asynchronous PWM or synchronous PWM.
  • the voltage adjustment pulse is generated as follows.
  • the time interval at the center of the ON pulse or the time interval at the center of the OFF pulse in the plurality of PWM pulses is controlled to be different from the time interval corresponding to the period of the carrier signal.
  • the PWM controller 145 generates the voltage adjustment pulse at a timing different from the generation timing of the PWM pulse in the section of the upper side portion of the trapezoidal modulation wave, thereby The pulse width of the PWM pulse is changed at a predetermined timing.
  • the inverter output frequency is relatively large with respect to the carrier frequency. If the inverter output frequency is reduced, it can be handled in the same manner as in FIG. 3 except that the number of PWM pulses near the zero cross of the trapezoidal modulated wave and the number of pulses superimposed on the upper side portion are increased.
  • FIG. 4A shows a case where the PWM pulse is turned on in the first half of the triangular wave carrier, that is, in the rising section of the triangular wave carrier signal, from the phase relationship between the modulated wave and the triangular wave carrier.
  • the signal waveform in FIG. 4A is referred to as a zero-crossing timing 1 signal waveform.
  • FIG. 4B shows a case where the PWM pulse is turned on in the latter half of the triangular wave carrier, that is, in the falling section of the triangular wave carrier signal, from the phase relationship between the modulated wave and the triangular wave carrier.
  • 4B is referred to as a zero-crossing timing 2 signal waveform.
  • 4 (A) and 4 (B) are examples when the motor is rotating at a constant speed, and the angle change width ⁇ when the motor rotates during a constant PWM carrier cycle is substantially constant, This angle change width ⁇ is equal to the carrier period.
  • a case where two to three PWM pulses are generated in a section in which a modulation wave is linearly approximated near the zero cross is shown.
  • the signal waveform of zero cross timing 1 in FIG. 4A is the case where the PWM pulse is turned on in the rising section of the triangular wave carrier signal as described above, and is an angle separated by ⁇ / 2 or more from the timing of the angular position ⁇ r.
  • the case where the modulated wave reaches the overmodulation level 1 at the position ⁇ a is shown.
  • the PWM pulse is set to High only for the interval ⁇ 2 after the timing of the angular position ⁇ r + ⁇ . Thereafter, the Low pulse is output until the angle ⁇ c at which the modulated wave H ( ⁇ ) becomes zero.
  • the PWM pulse is set to High at the timing of the angle ⁇ c, and after the angle ⁇ c, the Low pulse is output for the section ⁇ 5. Thereafter, the modulated wave reaches the overmodulation level 2 at the timing of the angle ⁇ b.
  • a PWM pulse is output by providing a middle level value of 50% duty in a transition section between a high level value where the modulated wave is 100% duty and a low level value where the duty is 0%. By doing so, the crossing with the PWM carrier that occurs when the slope of the modulation wave is steep becomes discontinuous (see FIG. 7), thereby preventing the phenomenon that the pulse component disappears.
  • the duty since the duty is 50% near the zero crossing of the inverter output voltage, the average voltage during that time becomes 0 V, and there is a problem that the inverter output decreases.
  • the electrical angle range before and after the electrical angle at which the modulated wave crosses zero for example, in the range of ⁇ 30 degrees, the output voltage on the positive side in the range of ⁇ 30 degrees and the range of +30 degrees
  • the negative output voltage is made equal to suppress the output drop in the electrical angle range of ⁇ 30 degrees.
  • the PWM pulse can accurately generate a magnitude corresponding to the modulation wave, it is possible to prevent a decrease in the inverter output.
  • the PWM pulse width to be output by the PWM controller 145 will be described using a section of the rotation angle ⁇ b reaching the overmodulation level 2 from the rotation angle ⁇ c of the zero cross point of the modulated wave.
  • the modulation wave is normalized from -1 (overmodulation level 1) to +1 (overmodulation level 2)
  • the area becomes 1/2.
  • the OnDuty that can be output in the normalized modulated wave ⁇ 1 to +1 interval is 100%
  • the PWM controller 145 generates the PWM pulse so that the integrated values of the on-pulse and off-pulse areas of the PWM pulse are equal in the angle interval ⁇ a to ⁇ b linearly approximated around the zero cross point ⁇ c of the output voltage. To do.
  • the signal waveform at zero cross timing 2 in FIG. 4B is a case where the PWM pulse is turned on in the falling section of the triangular wave carrier signal as described above, and an angle within ⁇ / 2 from the timing of the angular position ⁇ r.
  • the case where the modulated wave reaches the overmodulation level 1 at the position ⁇ a is shown.
  • the signal waveform of zero cross timing 2 it becomes equal to the overmodulation level 1 at the angular position ⁇ a.
  • FIG. 4A it is the same as FIG. 4A except that the PWM pulse becomes High on the latter half of the triangular wave carrier, that is, on the falling slope side, from the phase relationship between the modulated wave and the triangular wave carrier.
  • the PWM controller 145 generates the PWM pulse so that the pulse width changes in the vicinity of the zero cross of the modulated wave within the asynchronous PWM period. Alternatively, control is performed so that the time interval at the center of the OFF pulse is different. In other words, the PWM controller 145 has a central time interval between the on-pulses of the plurality of PWM pulses and a central time of the off-pulses at timings different from the timing based on the carrier signal in an angle interval linearly approximated around the zero-cross point of the output voltage. PWM pulses are generated such that the intervals differ based on the operating state of the inverter circuit 110, that is, the motor output request.
  • the unbalance between the positive side voltage integration (positive side voltage) and the negative side voltage integration (negative side voltage) that changes in a half cycle of the AC output is eliminated, and the inverter circuit 110
  • a stable voltage adjustment pulse can be generated in the upper side portion of the trapezoidal modulation wave that determines the output voltage of the inverter circuit 110. Therefore, it is possible to stably control the motor current by reducing the voltage error before and after entering the overmodulation region from the sine wave modulation.
  • FIG. 4 shows a PWM pulse for one phase, but the other two phases in the overmodulation mode are in the overmodulation level 1 or overmodulation level 2 state.
  • FIG. 4 shows a case where the rising edge and falling edge of the PWM pulse are synchronized with the timing of the PWM carrier cycle.
  • the rising edge and falling edge of the PWM pulse do not have to coincide with the timing of the PWM carrier cycle, and it is desirable to make the waveform of the output voltage symmetrical with respect to the angle ⁇ c.
  • the motor 300 is rotating at a constant speed
  • PWM is performed with the same logic. Pulses can be created.
  • the inverter device 100 described above includes a PWM controller 145 that generates a PWM pulse for converting a DC voltage into an AC voltage based on a motor output request, that is, based on an inverter operation state, and a PWM controller 145. And an inverter circuit 110 that drives a motor 300 by converting a DC voltage into an AC voltage using the generated PWM pulse.
  • the PWM controller 145 outputs PWM pulses generated by sine wave modulation and trapezoidal wave modulation according to the modulation factor so that the motor 300 is driven at a predetermined torque and a predetermined rotation speed in response to a motor output request.
  • the pulse width of the PWM pulse is changed at a predetermined timing on the upper side of the trapezoidal wave.
  • the voltage adjustment pulse is shifted at a predetermined timing in the upper side portion of the trapezoidal modulation wave based on the phase difference amount between the trapezoidal modulation wave and the carrier signal by shifting the timer comparison value according to the inverter operating state.
  • the pulse width of the PWM pulse can be changed. Note that the pulse width of the PWM pulse may be changed by other methods.
  • a PWM pulse can be generated with a phase that reduces low-order harmonic components included in the inverter output voltage.
  • FIG. 5 is a configuration diagram of an electric power steering apparatus to which the motor driving apparatus shown in one embodiment of the present invention is applied.
  • the electric actuator of the electric power steering is composed of a torque transmission mechanism 902, a motor 300, and an inverter device 100 as shown in FIG.
  • the electric power steering apparatus includes an electric actuator, a handle (steering) 900, a steering detector 901, and an operation amount command unit 903, and the operation force of the handle 900 steered by the driver is torque-assisted using the electric actuator.
  • the torque command ⁇ * of the electric actuator is created by the operation amount command unit 903 as a steering assist torque command for the handle 900.
  • the steering force of the driver is reduced by using the output of the electric actuator driven by the torque command ⁇ *.
  • Inverter device 100 receives torque command ⁇ * as an input command, and controls the motor current so as to follow the torque command value from the torque constant of motor 300 and torque command ⁇ *.
  • the motor output ⁇ m output from the output shaft directly connected to the rotor of the motor 300 transmits torque to the rack 910 of the steering device via the torque transmission mechanism 902 using a reduction mechanism such as a worm, a wheel or a planetary gear, or a hydraulic mechanism. To do. Due to the torque transmitted to the rack 910, the steering force (operating force) of the driver's handle 900 is reduced (assisted) by the electric force, and the steering angles of the wheels 920 and 921 are operated.
  • a reduction mechanism such as a worm, a wheel or a planetary gear, or a hydraulic mechanism.
  • This assist amount is determined as follows. That is, a steering angle and a steering torque are detected by a steering detector 901 incorporated in the steering shaft, and a torque command ⁇ * is calculated by an operation amount command unit 903 taking into account state quantities such as vehicle speed and road surface condition.
  • the inverter device 100 has an advantage that low vibration and low noise can be achieved by averaging the inverter output voltage even when rotating at high speed.
  • FIG. 6 is a diagram showing an electric vehicle 600 to which the inverter device 100 according to the present invention is applied.
  • Electric vehicle 600 has a power train in which motor 300 is applied as a motor / generator.
  • a front wheel axle 601 is rotatably supported at the front portion of the electric vehicle 600, and front wheels 602 and 603 are provided at both ends of the front wheel axle 601.
  • a rear wheel axle 604 is rotatably supported at the rear portion of the electric vehicle 600, and rear wheels 605 and 606 are provided at both ends of the rear wheel axle 604.
  • a differential gear 611 that is a power distribution mechanism is provided at the center of the front wheel axle 601, and the rotational driving force transmitted from the engine 610 via the transmission 612 is distributed to the left and right front wheel axles 601. ing.
  • the engine 610 and the motor 300 are mechanically connected via a belt provided between a pulley provided on the crankshaft of the engine 610 and a pulley provided on a rotation shaft of the motor 300.
  • the rotational driving force of the motor 300 can be transmitted to the engine 610, and the rotational driving force of the engine 610 can be transmitted to the motor 300, respectively.
  • the three-phase AC power controlled by the inverter device 100 is supplied to the stator coil of the stator, whereby the rotor rotates and generates a rotational driving force corresponding to the three-phase AC power.
  • the motor 300 operates as a motor controlled by the inverter device 100, and operates as a generator that generates three-phase AC power when the rotor rotates by receiving the rotational driving force of the engine 610.
  • the inverter device 100 is a power conversion device that converts DC power supplied from a high-voltage battery 622, which is a high-voltage (42V or 300V) system power supply, into three-phase AC power, and is based on the operation command value and the magnetic pole position of the rotor.
  • the three-phase alternating current flowing in the stator coil of the motor 300 is controlled.
  • the three-phase AC power generated by the motor 300 is converted into DC power by the inverter device 100 and charges the high voltage battery 622.
  • the high voltage battery 622 is electrically connected to the low voltage battery 623 via a DC-DC converter 624.
  • the low voltage battery 623 constitutes a low voltage (14v) power source of the electric vehicle 600, and is used as a power source for a starter 625, a radio, a light, and the like that initially start (cold start) the engine 610.
  • the engine 610 When the electric vehicle 600 is in a stop state (idle stop mode) such as waiting for a signal, the engine 610 is stopped, and when the engine 610 is restarted (hot start) when the vehicle reoccurs, the motor 300 is driven by the inverter device 100, The engine 610 is restarted.
  • a stop state such as waiting for a signal
  • the engine 610 is stopped, and when the engine 610 is restarted (hot start) when the vehicle reoccurs, the motor 300 is driven by the inverter device 100, The engine 610 is restarted.
  • the auxiliary machine is driven by driving the motor 300.
  • the motor 300 is driven to assist the driving of the engine 610 even in the acceleration mode or the high load operation mode. Conversely, when the high voltage battery 622 is in a charge mode that requires charging, the engine 610 causes the motor 300 to generate power and charge the high voltage battery 622. That is, the motor 300 is regeneratively operated when the electric vehicle 600 is braked or decelerated.
  • the electric vehicle 600 generates a PWM pulse for converting a DC voltage into an AC voltage based on a motor output request, and converts the DC voltage into an AC voltage using the generated PWM pulse to drive the motor.
  • a DC / DC converter 624 that boosts the DC voltage.
  • Inverter device 100 performs either the central time interval of the on-pulses of the plurality of PWM pulses or the central time interval of the off-pulses in an angle interval that is linearly approximated around the zero cross point of the output voltage by the processing of PWM controller 145 as described above. One of them is changed based on the output voltage of the DC / DC converter 624 to generate a PWM pulse.
  • the pulse width of the PWM pulse is changed based on the output voltage of the DC / DC converter 624 at a predetermined timing on the upper side of the trapezoidal wave.
  • linear approximation is performed around the zero cross point of the inverter output voltage (corresponding to ⁇ c shown in FIG. 4) according to the output voltage of the DC / DC converter 624 that controls the DC voltage.
  • the time interval at the center of the ON pulse of the PWM pulse in the angle interval (corresponding to ⁇ a to ⁇ b shown in FIG. 4) or the time interval at the center of the OFF pulse is changed.
  • the pulse width of the PWM pulse is changed based on the output voltage of the DC / DC converter 624 at a predetermined timing on the upper side of the trapezoidal wave.
  • the inverter device 100 of the present invention includes a PWM pulse generator that generates a PWM pulse for converting a DC voltage into an AC voltage based on a motor output request, that is, a PWM controller 145 and a PWM controller 145. And an inverter circuit 110 that drives a motor 300 by converting a DC voltage into an AC voltage using the generated PWM pulse.
  • the PWM controller 145 changes the pulse width of the PWM pulse at a predetermined timing on the upper side of the trapezoidal wave when performing the trapezoidal wave modulation using the trapezoidal wave in the overmodulation region.
  • the PWM controller 145 generates a PWM pulse by asynchronous PWM using a carrier signal having a carrier frequency asynchronous to the frequency of the AC voltage. Since it did in this way, stable control of a motor is attained also in asynchronous PWM with few processing loads.
  • the PWM controller 145 generates a PWM pulse at a timing based on the carrier signal, and changes the pulse width of the PWM pulse at a timing different from the generation timing of the PWM pulse. Generate a voltage regulation pulse. Since this is done, the pulse width of the PWM pulse can be changed at a desired timing regardless of the carrier frequency.
  • the PWM controller 145 generates a voltage adjustment pulse at a timing corresponding to a predetermined harmonic of a trapezoidal wave, for example, a seventh harmonic. Since it did in this way, the stable motor control by the inverter output which reduced the harmonic can be implement
  • a predetermined harmonic of a trapezoidal wave for example, a seventh harmonic.
  • the PWM controller 145 generates a PWM pulse at a timing different from the timing based on the carrier signal in an angle section that is linearly approximated around the zero cross point of the trapezoidal wave. Therefore, even when the motor rotates at high speed, the PWM pulse can be generated at an optimal timing from the zero cross point of the trapezoidal wave to the vicinity of the peak, and the voltage error and phase error of the inverter output can be reduced.
  • the electric vehicle 600 of the present invention includes a PWM pulse generator that generates a PWM pulse for converting a DC voltage into an AC voltage based on a motor output request, that is, a PWM controller 145 and a PWM controller 145.
  • An inverter circuit 110 that drives a motor 300 by converting a DC voltage into an AC voltage using the generated PWM pulse, and a DC / DC converter 624 that boosts the DC voltage.
  • the PWM controller 145 changes the pulse width of the PWM pulse based on the output voltage of the DC / DC converter 624 at a predetermined timing on the upper side of the trapezoidal wave when performing the trapezoidal wave modulation using the trapezoidal wave in the overmodulation region.
  • the electric vehicle 600 of the embodiment is a hybrid vehicle
  • the same effect can be obtained in the case of a plug-in hybrid vehicle, an electric vehicle, or the like.
  • the inverter device alone has been described.
  • the present invention can also be applied to a motor drive system in which an inverter device and a motor are integrated as long as the inverter device has the above-described function.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Inverter Devices (AREA)
  • Control Of Ac Motors In General (AREA)
  • Dc-Dc Converters (AREA)

Abstract

La présente invention aborde le problème de réduction des erreurs de tension de sortie d'un circuit onduleur et de commande stable d'un moteur jusqu'à une rotation à grande vitesse. Un dispositif onduleur 100 comprend : un dispositif de commande MLI 145 pour générer une impulsion MLI en vue de convertir une tension continue en une tension alternative sur la base d'une demande de sortie de moteur ; et un circuit onduleur 110 pour convertir une tension continue en une tension alternative en fonction de l'impulsion MLI générée par le dispositif de commande MLI 145, et pour entraîner un moteur 300. Le dispositif de commande MLI 145 change, lors de la réalisation d'une modulation d'onde trapézoïdale à l'aide d'une onde trapézoïdale dans une région de surmodulation, la largeur d'impulsion de l'impulsion MLI à une synchronisation prédéterminée au niveau du côté supérieur de l'onde trapézoïdale.
PCT/JP2018/001329 2017-02-16 2018-01-18 Dispositif onduleur et véhicule électrique WO2018150793A1 (fr)

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DE112018000395.7T DE112018000395T5 (de) 2017-02-16 2018-01-18 Wechselrichtervorrichtung und Elektrofahrzeug
US16/485,366 US10826410B2 (en) 2017-02-16 2018-01-18 Inverter device and electric vehicle
CN201880011693.0A CN110291709B (zh) 2017-02-16 2018-01-18 逆变器装置以及电动车辆

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JP7247065B2 (ja) 2019-09-20 2023-03-28 日立Astemo株式会社 インバータ制御装置
JP7382890B2 (ja) * 2020-04-08 2023-11-17 日立Astemo株式会社 インバータ制御装置、電動車両システム
CN111682783A (zh) * 2020-06-01 2020-09-18 新风光电子科技股份有限公司 一种采用梯形调制波的高压变频一体机及其控制方法
JP7676084B2 (ja) 2021-09-13 2025-05-14 Ａｓｔｅｍｏ株式会社 インバータ制御装置、電動パワーステアリングシステム、電動車両システム
DE112022001574T5 (de) 2021-09-13 2024-01-11 Hitachi Astemo, Ltd. Wechselrichtersteuervorrichtung
JP7344945B2 (ja) * 2021-09-27 2023-09-14 本田技研工業株式会社 制御装置、及びモータ駆動システム
TWI830224B (zh) * 2022-05-11 2024-01-21 茂達電子股份有限公司 具穩定轉速調控機制的馬達控制器電路
TWI819689B (zh) * 2022-07-06 2023-10-21 致新科技股份有限公司 馬達控制器

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